Engine-valve



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' H. R. PAY.

ENGINE VALVE.

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H. R.I PAY. l ENGINE VALVE.

No. 564,917. Patented July 28, 18961 V zo l 2:8 2s 21 T r f 22 l F*- El-F- WITNEESEE: INVENTDH.

BY H1/M46# @dia/cb M ATTEIRNEY.

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H. R. PAY.

- ENGINE VALVE. y No. 564,917. Patented July 28, 1896.

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WITNEEEES: A INVENTDR gw@ BY f :q1/M Rlowncb MW y UNITED STATES PATENTOFFICE.

HENRY ROLAND FAY, OF BOSTON, MASSACHUSETTS.

ENGINE-VALVE.l

SIECIFICATION forming part of Letters Patent No. 564,917, dated July 28,1896.

Application filed May 4,1896. Serial No. 590,217. (No model.)

To all whom t may concern:

Be it known that l, HENRY ROLAND FAY, a citizen of the United States,residing at Boston, in the county of Suffolk and Commonwealth ofMassachusetts, have invented certain new and useful Improvements inEngine- Valves, of which the following is a speciiication.

My invention relates to engine-valves for engines, pumps, and the like,and it is especially adapted for use upon locomotives.

lt has for its object the relieving of backpressure within the cylinderof an engine particularly when, as in a locomotive, the backpressure is(usually) considerable, for the reason that the exhaust is used as ameans of producing the necessary draft in the fire-box.

The invention consists principally in a steam-en gine cylinder providedwith main and auxiliary exhaust-ports and a valve for directing theexhaust to the main port and for controlling the auxiliaryr exhaust-portwithout interference with the regular exhaust.

In the scale drawings my invention is shown as applied to an eighteen bytwenty-two locomotive-cylinder, the valve of which is provided with anoutside lap of seven-eighths of an inch, line and line inside, and inthis construction and arrangement of the cylinder and valve my deviceisdesigned to operate in the following manner: Then steam admission takesplace on the backend of the cylinder, the auxiliary exhaust opens fromexhaustcavities to atmosphere through auxiliary exhaust-pipe, theadmission-port on the front end ot' the cylinder operating as anexhaustport (the valve being line and line inside) having opened to anextent equal to the outside lap of the valve at the time the auxiliaryexhaust commenced to open-that is to say, the outside lap of the valvebeing in this case seven-eighths of an inch, the front endadmission-port operating as an exhaust-port will be opened seven-eighthsOf an inch at the time of the commencing of the opening of the auxiliaryexhaust-port. On the front end of the cylinder, on the return stroke ofthe piston, the auxiliary exhaust closes when steam-admission cut-offtakes place on the back end of the cylinder, at which time theadmission-port on the front end of the cylinder operating as anexhaust-port is open seven-eighths of an inch and the valve is travelingin the direction of exhaust-closure. Therefore the auxiliaryexhaust-port opens afterthe commencing of the regular or main exhaustand closes before the closing of the regular exhaust.

When the auxiliary exhaust-port is in the shield or balance-plate, thewidth of the auxiliary-exhaust-port packing-strip will be twice theOutside lap of the valve plus the width of the auxiliary exhaust-port'in shield, or seven-eighths of an inch times two equals one andthree-fourths inches, plus one-half inch, equals two and one-fourthinches, which is the width of the auxiliary-exhaust-port valve or strip.

The amount of exhaust-steam passing from the exhaust-cavities into theatmosphere may be made (if desired) variable at the pleasure of theengineer by the placing of a valve or coc-k in theauxiliary-exhaust-port pipe which is designed to be Operated by theengineer.

Figures l, 2, 3, 4, 5, and 6 illustrate the adaptation of my invent-ionto a locomotivecylinder provided with a balanced D-valve of theRichardson type. Fig. l is a vertical central sectional view of theupper half Ot a locomotive-cylinder. In this view the piston and valveare shown in their approximately correct relative position directlyafter the admission of steam, as indicated by an arrow, into the backend of the cylinder, the direction of travel of both piston and valvebeing indicated by means of arrows. The path of the exhaust from thefront end of the cylinder into the exhaust-cavity of the valve and fromthence, in two directions, into the regular exhaust port and cavity andintothe auxiliary exhaust-port, is shown by means of arrows. Fig. 2 isafull plan of the valve. Fig. 3 is an inverted plan of a portion of theshield or balance-plate, showing the extra exhaustport. Fig. a is a planOf the valve-seat on the cylinder. Fig. 5 is an inverted plan ofgthevalve. Fig. 6 is a cross central sectional view of the cylinder showninFig. l, the valve being placed in its central position upon'thevalve-seat.

Figs. 7, 8, 9, and lO illustrate the application of my device to alocomotive-cylinder IOO provided with a plain unbalancedD-valve. Fig. 7is a vertical central .sectionalvi'ew of the upper half of alocomotive-cylinder. In this view the-piston and valve are shown intheir approximately correct relative position directly after theadmission of steam, as indicated by an arrow, into the back end of thecylinder, the direction of travel of both piston and valve beingindicated by means of arrows. The path of the exhaust from the front endof the cylinder into the exhaustcavity of the valve and from thence, intwo directions, into the regular exhaustport and cavity and into theauxiliary exhaust-port, is shown by means of arrows. Fig. 8 is a plan ofthe valve-seat on the cylinder, showing the construction of theauxiliary exhaust-port in valve-seat and cylinder. Fi 9 is an invertedplan of the valve, and Fig. lO is a cross-sectional view of Fig. 7 onsection-line A B. y

The locomotive-cylinder is provided with the following, all of which areof ordinary construction and arrangement: back head l5, front head 16,piston 17, and piston-rod'lS.

The following is a description of my invention as applied to alocomotive-cylinder provided with a balanced valve, as illustrated byFigs. l to 6, inclusive:

The cylinder l9 is provided with the following, which are all of theordinary 'construction and arrangement: back admission-port 20, main orregular exhaust-port 2l, front admission-port 22, valve-seat 23, andsteamchest 24. The D-valve 25, ofthe Richardson open-top type, isprovided with the usual balance-strips 26 and the valve-rod 27. Thevalve is provided with the usual amount of outside and inside lap andwith the exhaustcavity 28, within which is the auxiliary-exhaust-porttrough or bridge 29, which is an integral part of the valve, and it isdesigned to receive the auxiliary-exhaust-port valve or strip 30, whichis kept in its position in contact withv the shield 3l by means of thespring A The steam-chest cover of the cylinder is provided with theshield or balance-plate 31 and the auxiliary-exhaust-port pipe 34 andthe auxiliary-exhaust-regulating cock 35. This cock is provided with alever 36 andthe rod 37 and it is designed to be operated by the engineerin a manner similar to the operating of the usual cylinder-cocks. Theshield is provided with the auxiliary exhaust-port 38, through which theauxiliary exhaust may pass into the auxiliary exhaust-cavity 39, whichis steam-tight as far as direct steam-pressure is concerned and theninto the atmosphere, through the auxiliary-exhaust-port pipe 34, whichis designed to be run outside or inside the smoke-stack as a matter ofconvenience. The auxiliary-exhaust-port valve is provided with theshallow groove 40, which is designed to permit the escape of the Waterlof steam condensation within the auxiliary-exhaustport pipe.

The operation of my invention, referring particularly to Fig. l, is asfollows: When steam admission takes place into the back end of thecylinder, and when, as shown in the drawings, this admission of steamtakes place before the piston has completed its stroke, in which casethis admission is usually called preadmission of steam, then theauxiliaryexhaust-port commences to open and at this point in the travelof the valve it will be observed that the front admission-port is nearlyopened and is doing nearly its full-capacity duty in permitting thepassage of the exhaust-steam from the front end of the cylinder into theregular exhaust port and cavity. lVheu the back admission-port is abouthalf open, then the auxiliary exhaust-port will be wide open, at whichtime the actual area of opening of the auxiliary exhaust-port will beabout equal to the area of the regular exhaust-pipe tip as usuallyconstructed at its top, thereby giving an exhaust eliiciency of aboutdouble as compared with the common type of engines. The auxiliaryexhaust-port will not close until steam-admission cut-olf from the backend of the cylinder takes place. This valve operates in all particularsin a like manner for each end of the cylinder, or for the complete cycleof preadmission, admission,cut-oft,exhaust-openi11g,and closure.

It is obvious that if the exhaust-opening is doubled in area theback-pressure will be greatly lowered or reduced.

One very important feature of my invention is that the auxiliaryexhaust-port does not open until after the initial regular exhaust hassubstantially taken place. The rel sult of this is that the initialregular exhaust, which is practically suflicient for draft purposes, isnot interfered with, while the backpressure, which in most locomotivesunder certain running conditions is extremely excessive, is greatlyreduced.

The following is a description of my device as applied to alocomotive-cylinder provided with a plain unbalanced (or balanced, ifdesired) closed-top D-valve, as illustrated by Figs. 7to l0, inclusive.

The cylinder 4l is provided with the back admission-port 42, main orregular exhaustport 43, front admission-port 44, auxiliary exhaust-port45, and valve-seat 46. The D- valve 47 is provided with the same amountof outside and inside lap as valve 25, the valverod 43, and theexhaust-cavity 49, within which is located, as an integral part of thevalve, the auxiliary-exhaust-port valve 50, which is designed to operatethe auxiliary exhaust-port. The auxiliary-exhaust-port valve 50 isstrongly held to the valve 4:7 by means of the ribs 5l and 52.

The auxiliary exhaust-port 45 is designed as shown in order that theexhauststeam maybe piped off to the atmosphere in a inanner similar tothat shown in Figs. l to 6. The auxiliary-exhaust-port pipe, which isnot IIO shown, connects with the auxiliary exhaustport at any convenientpoint and extends into the atmosphere.

The operation of the device, referring particularly to Fig. 7, is asfollows: Vhen steam admission takes place into the back end of thecylinder through back admission-port 42, as indicated by an arrow, thenthe auxiliary exhaust-port 45 commences to open, and at this point inthe travel of the valve it will be observed that the frontadmission-port 44 is nearly opened and is doing nearly its fullcapacityduty in permitting the passage of the exhaust from the front end of thecylinder into the exhaust-cavity 49 and the regular exhaust-port 43.Vhen the back admission-port 42 is about half open, then the auxiliaryexhaust-port 45 will be wide open, at which time the actual area of thefull opening of the auxiliary exhaust-port wil-l be about equal to thearea of the regular exhaustpipe tip, as commonly constructed, at itstop, thereby giving a total exhaust efficiency of about double ascompared with the common type of express passenger engines. Theauxiliary exhaust-port will not close until steam-admission cut-oifthrough the back admission-port 42 takes place. The valve operates inall respects .the same for each end of the cylinder.

One important feature of the device is that the auxiliary exhaust-portis not opened until that portion of the regular exhaust, which isrequisite for draft purposes, has taken place.

In order to be more explicit relative to the double exhaust efficiencypreviously mentioned, I make the following statement: The drawings arescale reproductions of an eighteen by twenty-two inch cylinder (aspreviously stated) of a standard express passenger-engine of awell-known type in use upon a well and favorably known railroad. Thislocomotive is provided with a double-tip exhaust, one tip for eachcylinder. The inside diameter of each tip at the top is three inches,the area for regular exhaust purposes being therefore about seven squareinches. The area of the auxiliary exhaust-port, as shown in thedrawings, is about seven square inches, which, added to theseven-square-inch area of the regular exhaust, gives a total port oroutlet area for exhaust of about fourteen square inches, which area isabout double the area of the exhaust-tip, thereby giving anapproximately double exhaust opening and efficiency.

In locomotives having defective or deficient draft or steamingqualities, by the use of my invention a smaller tip could be used,thereby acquiring draft and steaming qualities and at the same timereducing to quite an extent the back-pressure.

The auxiliary-exhaust-port valve may be provided with whatever outsidelap may be thought desirable to best adapt my invention to any style ofengine-cylinder, and this auxiliary exhaust-port may be contained withinthe regular exhaust-port whenever the regular exhaust-port issufficiently widened, as shown in Figs. 7, 8, and 10, to receive theauxiliary exhaust port without materially contracting the regularexhaust-port.

My invention can be readily applied to almost any style of valve of theflat or piston, balanced or unbalanced type by making such adaptationsas may be needful.

It is obvious that a great many modications of my invention willnecessarily have to be made in order to make the best adaptation toproduce the results sought to be obtained, as hereinbefore fully setforth.

Vhat I claim as new, and desire to secure by Letters Patent, i's- 1. Ina steam-engine the combination of a steam-cylinder provided with mainand auxiliary exhaust-ports, and a valve for directing the exhaust tothe main port and for controlling the auxiliary port withoutinterference with the regular exhaust.

2. In a steam-engine, the combination of a steam-cylinder provided withmain and auxiliary exhaust-ports, and a valve directing theexhaust-steam to the main exhaust and intermittently opening and closingthe auxiliary exhaust-port while the main exhaustport is open.

3. In a steam-engine, the combination of a lsteam-cylinder provided withmain and auxiliary exhaust-ports, and a main valve for directing theexhaust to the main exhaust-port said main valve carrying an auxiliaryvalve carried and operated by the main valve for controlling theauxiliary port withont'interference with the regular exhaust.

4. In a steam-engine, the combination of a steam-cylinder provided withmain and auxiliary exhaust-ports, a valve for directing the exhaust tothe main port and for controlling the auxiliary port withoutinterference with the regular exhaust, and an auxiliary exhaustpipeconnected with the auxiliary exhaustport.

5. In a steam-engine, the combination of a steam-cylinder provided withmain and auxiliary exhaust-ports, a valve for directing the exhaust tothe main port and for controlling the auxiliary port withoutinterference with the regular exhaust, and an auxiliary exhaustpipeconnected with the exhaust-port, and provided with an auxiliaryregulating-cock.

6. In a steam-engine, the combination of a steam-cylinder, provided witha valve-seat, and admission and main exhaust ports connecting saidvalve-seat with the interior of the cylinder, a steam-chest mounted onsaid cylinder and surrounding said valve-seat, the cover of saidsteam-chest being provided with a balance-plate having an auxiliaryexhaustport and a slide-valve operating between said valve-seat andbalance-plate for directing the exhaust to the main exhaust-port and forcontrolling the auxiliary port without interference with the regularexhaust.

7. In a steam-engine, the combination of a IOO IIO

Cylinder having min and, auxiliary exhaustmme to this Speationin thepresence of ports, a vahe for dir ectig' the exhgdugp t0 the twosubsenbin'g Wtnesses.

- main. p olt and for CQnLollriO th axiliary T port, an auxiliaryexhaust-51p@ connected HELRY ROLAND FAY' 5 with the auxiliaryexhaust-port, and L legufitnessesz latilylg-cock for saidauvxliary'exhauvst-ppe. E. FRANK VOODBURY,

In testimony whereof l h'aYe signed my GEORGE D OLBEARE.

